Heating Pipe Mechanism Having Gas Exhausting and Waste-Heat Utilizing Functions

ABSTRACT

A heating pipe mechanism includes a heating pipe. The heating pipe has an exhaust passage disposed between and in fluid communication with a catalytic converter and an exhaust pipe, and a heating compartment spaced apart from and disposed around the exhaust passage for receiving water to be heated. Through operation of the heating pipe mechanism, waste heat is dissipated from the catalytic converter to heat and boil raw water to thereby form potable water.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority of Taiwanese Application No. 099108877,filed on Mar. 25, 2010.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a heating pipe mechanism, and moreparticularly to a heating pipe for conveying waste exhaust gases from avehicle.

2. Description of the Related Art

In a vehicle engine power system utilizing gasoline and diesel asprimary fuels, a catalytic converter is disposed for convertingincompletely combusted gases or poison materials into harmless or lessharmful ones for environmental protection purposes. However, waste heatgenerated from the catalytic converter has a relatively high temperatureto thereby become a cause of greenhouse effect. To solve the waste heatproblem, a portion of the waste heat generated from a catalyticconverter is driven by steam to return to the engine power system, or isconverted into electric energy, such that the electric energy istransmitted to the electricity system of the vehicle. Theenergy-converting efficiency of the above-mentioned process (i.e., aprocess for converting waste heat of exhaust gases into electric energyor mechanical energy) is relatively low. Furthermore, related equipmentrequired for energy-converting process is complicated in structure, andhas a relatively high cost. As such, numerous components are mounted tothe vehicle for generating only a small amount of electricity or power,which does not meet the requirement for environmental protection.

Although someone has tried to utilize waste heat of vehicle exhaustgases to process water, the water processing equipment is driven by theelectricity system of the vehicle, and is controlled by additionalelectric equipment, thereby resulting in further electrical powerconsumption of the vehicle and, thus, further fuel consumption forsupplementing electricity to thereby also involve a violation ofenvironmental protection. Hence, it is desirable to provide anenvironmental protective exhaust waste heat utilizing system.

SUMMARY OF THE INVENTION

An object of this invention is to provide a heating pipe mechanism thatcan be mounted easily to a vehicle for conveying waste gases of thevehicle and heating and boiling water.

According to this invention, there is provided a heating pipe mechanismadapted for fluid connection with an output end of a catalytic converterso as to convey waste exhaust gases produced from a vehicle to therebyutilize waste heat of the catalytic converter to heat water, the heatingpipe mechanism comprising:

a hollow outer annular wall extending in a front-to-rear direction;

an inner annular wall extending in the front-to-rear direction anddisposed within and spaced apart from the outer annular wall;

a front connecting end wall connected between front ends of the innerand outer annular walls; and

a rear connecting end wall connected between rear ends of the inner andouter annular walls, the inner and outer annular walls cooperating withthe front and rear connecting end walls to define an exhaust passage,the exhaust passage being adapted for fluid communication with thecatalytic converter so as to convey the waste exhaust gases, and aheating compartment space disposed around and spaced apart from theexhaust passage, the outer annular wall being provided with a rearfitting that is in fluid communication with the heating compartment andthat permits water to flow into the heating compartment therethrough,and a front fitting that is in fluid communication with the heatingcompartment and that permits water to flow out of the heatingcompartment therethrough.

When the heating pipe mechanism is connected between a catalyticconverter and an exhaust pipe of the vehicle, waste heat can bedissipated from the catalytic converter to heat and boil raw water tothereby form potable water for use of the driver and the passengers.Consequently, the usage amount of bottled water can be reducedconsiderably to save money and meet environmental protectionrequirement.

Furthermore, the heating pipe mechanism can be mounted removably andconveniently to the catalytic converter and the exhaust pipe, such thatit can be removed easily from the catalytic converter and the exhaustpipe for repair and maintenance. It should be noted that, when anexhaust pipe extends around a heating pipe along a spiral path, the heatexchange efficiency is low, and it is difficult to repair and maintainthe heating pipe. For this reason, such an arrangement is not adopted bythis invention.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features and advantages of this invention will becomeapparent in the following detailed description of three preferredembodiments of this invention, with reference to the accompanyingdrawings, in which:

FIG. 1 is a schematic view of a vehicle exhaust waste heat utilizingsystem incorporating the first preferred embodiment of a heating pipemechanism according to this invention;

FIG. 2 is a schematic side view of a vehicle using the vehicle exhaustwaste heat utilizing system of FIG. 1;

FIG. 3 is a perspective view of the first preferred embodiment;

FIG. 4 is a sectional side view of the first preferred embodiment,illustrated that the heating pipe mechanism is connected between anexhaust pipe and a catalytic converter;

FIG. 5 is a sectional side view of a heating case of the first preferredembodiment;

FIG. 6 is a fragmentary, partly exploded perspective view of the secondpreferred embodiment of a heating pipe mechanism according to thisinvention;

FIG. 7 is a sectional top view of the second preferred embodiment;

FIG. 8 is a fragmentary sectional side view of the second preferredembodiment, illustrating that a trolley is at a horizontal track portionof a track member;

FIG. 9 is a view similar to FIG. 8, but illustrating that the trolley isat an inclined track portion of the track member;

FIG. 10 is a perspective view of the third preferred embodiment of aheating pipe mechanism according to this invention;

FIG. 11, is a sectional view taken along line XI-XI in FIG. 10;

FIG. 12 is a sectional view taken along line XII-XII in FIG. 10;

FIG. 13 is a sectional side view of the third preferred embodiment,illustrating a first valve position of a control valve; and

FIG. 14 is a view similar to FIG. 13 but illustrating a second valveposition of the control valve.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Before this invention is described in greater detail in connection withthe preferred embodiments, it should be noted that similar elements andstructures are designated by like reference numerals throughout theentire disclosure.

Referring to FIGS. 1 and 2, a vehicle exhaust waste heat utilizingsystem incorporating the first preferred embodiment of a heating pipemechanism 4 according to this invention is incorporated in a vehicle.The vehicle includes a vehicle body 104, and an exhausting device 10mounted on a bottom portion of the vehicle body 104. The exhaustingdevice 10 includes a catalytic converter 101 and an exhaust pipe 100.The vehicle body 104 has a front cabin area 103 for sitting ofpassengers, and a storage compartment area 102 for storing articles. Inthe case of a car, the storage compartment area 102 is a rear cabin notdesigned for sitting of passengers. In the case of a tour bus, thestorage compartment area 102 is any area not designed for sitting ofpassengers.

The vehicle exhaust waste heat utilizing system includes a raw-watercontaining mechanism 3, a heating pipe mechanism 4 connected between andin fluid communication with the catalytic converter 101 and the exhaustpipe 100, a boiled-water conveying mechanism 5 in fluid connection withthe heating pipe mechanism 4, a boiled-water processing mechanism 6disposed on the vehicle body 104 and connected between and in fluidcommunication with the boiled-water conveying mechanism 5 and theraw-water containing mechanism 3, a removable boiled-water containingbox 7 connected removably to and in fluid communication with theboiled-water processing mechanism 6 and disposed in the storagecompartment area 102, and a thermoelectric chip module 8 mounted to theboiled-water conveying mechanism 5.

The raw-water containing mechanism 3 includes: a hollow raw water box 30for containing raw water; a water-supplementing pipe 31 in fluidconnection with a top end of the raw water box 30 and having awater-supplementing port 310 formed in an outer surface of the vehiclebody 104; a water supply pipe 32 connected between and in fluidcommunication with a bottom end portion of the raw water box 30 and theheating pipe mechanism 4; a raw-water passable one-way valve 33 mountedto the water supply pipe 32 for limiting flow of water toward theheating pipe mechanism 4; and a water level indicator 34 disposed on anouter surface of the raw water box 30 for indicating the level of thewater contained within the raw water box 30. The raw water box 30 isprovided with a vent pipe 300 in fluid communication with thesurroundings. Alternatively, the water-supplementing port 310 may beformed directly in the raw water box 30.

With further reference to FIGS. 3 and 4, the heating pipe mechanism 4 isconnected fixedly between and in fluid communication with the watersupply pipe 32 and the boiled-water conveying mechanism 5. The heatingpipe mechanism 4 includes a heating pipe 41 disposed between and influid connection with the catalytic converter 101 and the exhaust pipe100, and front and rear fittings 42 in fluid connection with theboiled-water conveying mechanism 5 and the water supply pipe 32,respectively. The heating pipe 41 includes a pair of inner and outerannular walls 413, 414 radially spaced apart from each other, a frontconnecting end wall 415 connected between front ends of the inner andouter annular walls 413, 414, and a rear connecting end wall 415′connected between rear ends of the inner and outer annular walls 413,414. The inner and outer annular walls 413, 414 cooperate with the frontand rear connecting end walls 415, 415′ to define an exhaust passage 412formed through the heating pipe mechanism 4 in a front-to-rear directionfor conveying exhaust gases produced from the vehicle, and a heatingcompartment 411 disposed around and spaced apart from the exhaustpassage 412. The front and rear fittings 42 are disposed respectively ona top end portion of a front end portion of the outer annular wall 414and a bottom end portion of a rear end portion of the outer annular wall414. The water supply pipe 32 is in fluid connection with the rearfitting 42. The boiled-water conveying mechanism 5 is in fluidconnection with the front fitting 92.

The heating pipe mechanism 4 has two ends connected respectively andfixedly to the catalytic converter 101 and the exhaust pipe 100, so asto allow waste gases discharged from the catalytic converter 101 to flowinto the exhaust pipe 100 through the exhaust passage 412. Raw waterflowing from the raw water containing mechanism 3 is received within theheating compartment 411. Since the heating pipe mechanism 4 is heated bythe waste gases (having a high temperature of more than 200° C.)discharged from the catalytic converter 101, the raw water receivedwithin the heating compartment 411 is heated to form boiled water, whichis limited by the raw-water passable one-way valve 33 to flow into theboiled-water processing mechanism 6 through the boiled-water conveyingmechanism 5.

Since the storage compartment area 102 is above the exhaust pipe 100 andthe catalytic converter 101, the water level of the raw water box 30 isabove the heating pipe mechanism 4. As such, the boiled water flows fromthe heating compartment 411 into the boiled-water conveying mechanism 5.Hence, raw water flows from the raw water box 30 into the heatingcompartment 411 until the heating compartment 411 is filled with water.

The boiled-water conveying mechanism 5 includes a communicating pipe 51having a lower end in fluid connection with the front fitting 44, a pairof first and second boiled-water pipes 53, 54 connected respectively toand in fluid communication with two opposite sides of an upper end ofthe communicating pipe 51, a first water faucet 55 in fluid connectionwith a front end of the first boiled-water pipe 53, apassenger-accessible water barrel 56 in fluid connection with the secondboiled-water pipe 54, a second water faucet 57 mounted to and in fluidcommunication with the passenger-accessible water barrel 56, and aheating valve 58 connected between and in fluid communication with thefront end of the first boiled-water pipe 53 and the boiled-waterprocessing mechanism 6.

Rear ends of the first and second boiled-water pipes 53, 54 areconnected to the boiled-water processing mechanism 6. A front endportion (i.e., upper end portion) of the first boiled-water pipe 53 istransparent, such that the water level of the first boiled-water pipe 53is visible. The first water faucet 55 is adjacent to the driver seat ofthe vehicle, so that the driver can conveniently access to and open thefirst water faucet 55. The heating valve 58 is disposed between thefirst boiled-water pipe 53 and the boiled-water processing mechanism 6,and is normally in a closed state. Upon opening the heating valve 58,high-temperature boiled water flows from the first boiled-water pipe 53into the boiled-water processing mechanism 6.

The passenger-accessible water barrel 56 is disposed in the front cabinarea 103, and is adjacent to the rear passenger seat for receiving andstoring boiled water flowing from the second boiled-water pipe 54. Thesecond water faucet 57 is operable to allow boiled water to flow fromthe passenger-accessible water barrel 56.

The thermoelectric chip module 8 is sleeved removably on a rear endportion of the second boiled-water pipe 54, and is heated by thehigh-temperature boiled water flowing within the second boiled-waterpipe 54 to thereby generate and output electricity to an electronicdevice in the vehicle, such as mobile phone or multimedia player, via atransmission cable 81 for electricity charging. Since the thermoelectricchip module 8 is well known in the art, further description thereof willbe omitted herein.

With further reference to FIG. 5, the boiled-water processing mechanism6 is mounted on the vehicle body 104, and is located in the front cabinarea 103 and the storage compartment area 102. The boiled-waterprocessing mechanism 6 includes a hollow heating case 61 mounted in thefront cabin area 103 and in fluid communication with the front endportion of the first boiled-water pipe 53, a water conduit 62 in fluidconnection with the heating case 61 and extending rearwardly into thestorage compartment area 102, a boiled-water storing box 63 in fluidconnection with rear ends of the water conduit 62 and the secondboiled-water pipe 53 and located in the storage compartment area 102,and a boiled-water passable one-way valve 64 connected between and influid communication with the boiled-water storing box 63 and the rawwater box 30.

The heating case 61 includes a hollow case body 611 mounted on thevehicle body 104, and a cover body 615 mounted on the case body 611. Thecase body 611 has a heating space 612 in fluid connection with the firstboiled-water pipe 53 and the water conduit 62, and a temperatureconservation space 613 spaced apart from and disposed above the heatingspace 612 and having an upper end opening 614. When the heating valve 58is opened, boiled water flows from the first boiled-water pipe 53 intothe heating space 612. The heating case 61 is made of a heat-insulatingmaterial. In this embodiment, the cover body 615 is disposed pivotallyon the case body 611.

The boiled-water storing box 63 includes a main box body 631, a pressurerelief valve 632 mounted on a top end of the main box body 631, acondensing pipe 634 having a front end in fluid connection with thepressure relief valve 632, a water-collecting box body 635 in fluidconnection with a rear end of the condensing pipe 634, a switch 636mounted on the main box body 631, and a water-level indicator 637mounted on a side surface of the main box body 631 for indicating thewater level of the main box body 631. The pressure relief valve 632 hasa pressure-releasing end 633 directing outwardly.

Since the temperature of boiled water flowing from the water conduit 62and the second boiled-water pipe 54 into the main box body 631 arehigher than room temperature, and is not less than 50° C., flow ofboiled water from the water conduit 62 and the second boiled-water pipe54 into the main box body 631 results in an increase in the air pressurein the main box body 631. When the air pressure in the main box body 631is increased to a predetermined pressure value, the pressure reliefvalve 632 is opened for pressure relief, so as to avoid excessivepressure in the main box body 631. Steam flowing from the pressurerelief valve 632 is condensed to form water within the condensing pipe634. The water drops from the condensing pipe 634 into the watercollecting box body 635 for reuse.

The switch 636 is configured as a quick coupler, and permits theremovable boiled-water containing box 7 to be connected removablythereto. Upon opening of the switch 636, boiled water flows from themain box body 631 into the removable boiled-water containing box 7. Whenthe removable boiled-water containing box 7 is removed from the switch636, it can be moved to other place.

Due to the presence of the boiled-water passable one-way valve 64, wateris limited to flow from the main box body 631 into the raw water box 30.As such, when the water level of the main box body 631 is above the rawwater box 30, or when the water pressure in the main box body 631 ishigher than that in the raw water box 30, water flows from the main boxbody 631 into the raw water box 30 until the main box body 631 and theraw water box 30 have the same water level or the same water pressure,so as to achieve recycle use of water.

With particular reference to FIGS. 1, 4, and 5, during use of thevehicle exhaust waste heat utilizing system, the raw water box 30 isfilled with raw water to be processed, such as tap water or mountainspring water. During starting or moving of the vehicle, the raw waterflows into the heating compartment 411 of the heating pipe mechanism 4for boiling. Subsequently, the boiled water flows into the communicatingpipe 51, and then is conveyed by the boiled-water conveying mechanism 5into the boiled-water processing mechanism 6.

At this time, when the driver needs to utilize the heating case 61 forheating or temperature conservation of food, the food is placed into theheating space 613 in the heating case 61, and the heating valve 58 isopened. Hence, high-temperature boiled water flows from the firstboiled-water pipe 53 into the heating space 612 and then the waterconduit 62. Flow of the boiled water through the heating space 612results in an increase in the temperature of the heating space 612 tothereby achieve the heating or temperature conservation function. Afterthe boiled water passes through the heating case 61, it is guided intothe main box body 631 by the water conduit 62 for storage. As soon asthe heating case 61 is no longer used, the heating valve 58 is closed.

Whether the heating valve 58 is opened or not, when the driver or thepassenger sitting on the front seat desires to drink thehigh-temperature boiled water, it is only necessary to open the firstfaucet 55, thereby resulting in convenience during use. Furthermore, thefront end portion of the first boiled-water pipe 53 is transparent, asdescribed above, so as to allow the user to easily realize whether ornot there is water within the first boiled-water pipe 53, therebyfurther resulting in convenience during use.

When the boiled water flows into the communicating pipe 51 from theheating pipe mechanism 4, a portion thereof flows into thepassenger-accessible water barrel 56 and the main box body 631 via thesecond boiled-water pipe 54. At this time, the passenger sitting on therear seat can access to the boiled water in the passenger-accessiblewater barrel 56 by operating the second faucet 57.

The second boiled-water pipe 54 is in a normally opened state. The firstboiled-water pipe 53 and the water conduit 62 are in a normally closedstate.

The user can realize water consumption amount from the water-levelindicator 34, 637 of the raw-water containing mechanism 3 and theboiled-water storing box 63, so as to supplement raw water into the rawwater box 30 via the water-supplementing pipe 31 in time. Theboiled-water passable one-way valve 64 is disposed to prevent flow ofwater from the raw water box 30 into the boiled-water storing box 63even when the water level of the raw water box 30 is above that of theboiled-water storing box 63. As a result, the boiled water in theboiled-water storing box 63 is prevented from being contaminated by anyraw water.

When the water level of the main box body 631 is above the switch 636,and when it is desired to take boiled water out of the vehicle for use,the switch 636 is first opened to allow for flow of the boiled waterfrom the main box body 631 into the removable boiled-water containingbox 7. Next, the removable boiled-water containing box 7 is removed fromthe switch 636.

Since the heating pipe mechanism 4 is directly connected to thecatalytic converter 101 and the exhaust pipe 100, it is convenient toinstall, and has a good heat exchange efficiency. Furthermore, eitherthe catalytic converter 101 or the exhaust pipe 100 can be removed withrelative ease for repair or replacement.

The boiled-water conveying mechanism 5 includes only onepassenger-accessible water barrel 56. However, in an application to anordinary bus or a tour bus having a plurality of independent passengerseats, each of the seats can be mounted with a passenger-accessiblewater barrel 56, such that each passenger can conveniently and rapidlytake boiled water from the corresponding passenger-accessible waterbarrel 56.

FIGS. 6, 7, and 8 show the second preferred embodiment of a heating pipemechanism 4 of according to this invention. In this embodiment, theheating pipe mechanism 4 further includes a bypass pipe 43, a controlvalve 44, a track member 45 disposed in proximity to the control valve44, and a sail-driven trolley 46 mounted between the control valve 44and the track member 45. The bypass pipe 43 has two ends in fluidconnection with two ends of the heating pipe 41, respectively, andbypasses the heating compartment 411. The control valve 44 is disposedamong the catalytic converter 101, the heating pipe 41, and the bypasspipe 43, and has a pair of plate-shaped first and second valve portions441, 442 perpendicular to each other, an upright pivot shaft 443connected fixedly to the first and second valve portions 441, 442 androtatable relative to the heating pipe 41 and the bypass pipe 43, and anelongated horizontal swing member 444 connected fixedly to and extendingradially from a top end of the pivot shaft 443. The swing member 444 isformed with a slide slot 445 extending along a longitudinal directionthereof and having two closed ends.

The swing member 444 can be driven to swing so that the control valve 44is pivoted between a first valve position, where a proximate end of thebypass pipe 43 proximate to the catalytic converter 101 is closed by thecontrol valve 44 and where a proximate end of the heating pipe 41proximate to the catalytic converter 101 is open, and a second valveposition, where the proximate end of the heating pipe 41 is closed bythe control valve 44 and where the proximate end of the bypass pipe 43is open.

The track member 45 has a top surface 451 formed with two parallel trackholes 452. The top surface 451 has a front horizontal track portion 453and a rear inclined track portion 454. The track holes 452 extend in thefront horizontal track portion 453 and a rear inclined track portion454.

The sail-driven trolley 46 includes a trolley body 461, two uprightguide plates 462 disposed fixedly on and under the trolley body 461 andextending respectively and movably into the track holes 452 in the trackmember 45, a hook 463 connected pivotally to a front end of the trolleybody 461 and engaging movably within the slide slot 445 in the swingmember 444 of the control valve 44, a post 464 extending upwardly from arear end portion of the trolley body 461, a plurality of counterweights465 sleeved on the post 464, and an upright sail plate 466 fixed on thetrolley body 461 and having two opposite side surfaces, one of whichfaces forwardly.

The sail-driven trolley 46 is positioned relative to the vehicle suchthat, when the vehicle is accelerated, airflow on the sail plate 466 canbe increased to push the sail-driven trolley 46 to move rearwardly fromthe horizontal track portion 453 onto the inclined track portion 454, asshown in FIG. 9. Hence, the hook 463 pulls and pivot rearwardly theswing member 444 of the control valve 44, in such a manner that the hook463 moves within the slide slot 445 in the swing member 444, so as topivot the control valve 44 toward the second valve position, therebyincreasing gradually the amount of the waste gases flowing from thecatalytic converter 101 into the exhaust pipe 100 through the bypasspipe 43. In this manner, overheating of the heating pipe 41 can beprevented.

When the vehicle is decelerated, the sail-driven trolley 46 movesforwardly along the track holes 452 by virtue of gravity, so as to pivotthe control valve 44 in an opposite direction toward the first valveposition.

The total weight of the counterweights 465 can be changed to adjust thewind force required for driving the sail-driven trolley 46 and, thus,the relationship between the vehicle speed and the distance traveledrearwardly by the sail-driven trolley 46.

As such, in this embodiment, whether or not the raw water is boiled bythe heating pipe mechanism 4 is determined based on the vehicle speed,thus resulting in convenience during use of the heating mechanism 4.

Alternatively, a driving switch (not shown) for driving the controlvalve 44 may be disposed in proximity to a driver seat, e.g., on a gagepanel or a side of the driver seat, so as to result in convenienceduring use. The driving switch may be a manual switch or an electricswitch.

When it is desired to utilize the heating pipe 41 to boil water, thecontrol valve 44 is pivoted to the first valve position to limit exhaustgases to flow from the catalytic converter 101 into the exhaust pipe 100through the heating pipe 41. When boiling of water is not required, thecontrol valve 44 is pivoted to the second valve position to limitexhaust gases to flow from the catalytic converter 101 into the exhaustpipe 100 through the bypass pipe 43. In this manner, overheating of theheating pipe 41 can also be prevented.

FIGS. 10 to 13 show the third preferred embodiment of a heating pipemechanism 4 according to this invention, which is similar inconstruction to the first preferred embodiment. The differences aredescribed in the following.

The heating pipe mechanism 4 includes a connecting pipe 47 extending ina front-to-rear direction and connected fixedly to and in fluidcommunication with a rear end of the catalytic converter 101, a controlvalve 44 disposed pivotally within a front end of the connecting pipe47, a heating pipe 41 extending in the front-to-rear direction andconnected fixedly to and in fluid communication with a rear end of theconnecting pipe 47, two bypass pipes 43 extending in the front-to-reardirection, spaced apart from each other in a left-to-right direction,and connected fixedly to the connecting pipe 47 and the heating pipe 41,and a junction pipe 48 connected fixedly to and in fluid communicationwith the heating pipe 41, the bypass pipes 43, and the exhaust pipe 100.

The connecting pipe 47 includes a cylindrical surrounding wall 471extending in the front-to-rear direction, a horizontal partition 472connected fixedly to an annular inner surface of the surrounding wall471 and extending in the front-to-rear direction to a rear end of thesurrounding wall 471, a rear end wall 473 connected fixedly to the rearend of the surrounding wall 471 and a rear end of the partition 472 andcovering the rear end of the surrounding wall 471, and a plurality ofspaced-apart position-limiting stop blocks 475 projecting from the innersurface of the surrounding wall 471 at the front end of the surroundingwall 471. The partition 472 is disposed below a central axis of thesurrounding wall 471. The surrounding wall 471 cooperates with thepartition 472 and the rear end wall 473 to define an upper passage space476 disposed above the partition 472, and a lower passage space 477disposed under the partition 472. The rear end wall 473 has a throughhole 474 formed therethrough in the front-to-rear direction and in fluidcommunication with the upper passage space 476.

The control valve 44 includes a horizontal pivot shaft 443 disposedpivotally within the front end of the surrounding wall 471 and in frontof the partition 472 and extending in the left-to-right direction, apair of first and second valve plates 441, 442 connected fixedly to thepivot shaft 443 and perpendicular to each other, and two alignedcounterweight sail plates 446 extending respectively two ends of thepivot shaft 443 in the same direction and disposed outwardly of thesurrounding wall 471. The control valve 44 is pivotable between a firstvalve position shown in FIG. 13 whereat the upper passage space 476 isopen and whereat the lower passage space 477 is closed, and a secondvalve position shown in FIG. 14 whereat the upper passage space 476 isalmost closed and whereat the lower passage space 477 is open.

When no wind force is applied to the counterweight sail plates 446, dueto the gravity of the counterweight sail plates 446, the first valveportion 441 extends rearwardly from the pivot shaft 443 toward thepartition 472, and the second valve portion 442 and the counterweightsail plates 446 extend downwardly from the pivot shaft 443, so that thecontrol valve 44 is disposed at the first valve position. When thevehicle speed is increased to a predetermined speed, airflow pushes thecounterweight sail plates 446 to pivot rearwardly and upwardly tothereby change the control valve 44 to the second valve position.

The heating pipe 41 is welded to the rear end wall 473 of the connectingpipe 47 at a front end thereof. The exhaust passage 412 is in fluidcommunication with the through hole 474. Each of the bypass pipes 43 hasa front section 435 connected fixedly to the surrounding wall 471 of theconnecting pipe 47 and in fluid communication with the lower passagespace 477, and a rear section 436 extending rearwardly from the frontsection 435, connected fixedly to an annular outer surface of theheating pipe 41, and connected fixedly to and in fluid communicationwith the junction pipe 48.

The junction pipe 48 is connected fixedly to the rear end of the heatingpipe 41, and is in fluid communication with the exhaust passage 412 forguiding flow of the waste gases from the exhaust passage 412 and thebypass pipes 42 into the exhaust pipe 100 therethrough.

With particular reference to FIGS. 10, 13, and 14, during use of thevehicle exhaust waste heat utilizing system, before the vehicle isstarted, the control valve 44 is disposed at the first valve position sothat the catalytic converter 101 is in fluid communication with theexhaust pipe 100 through the upper passage space 476. When the vehicleadvances, the control valve 44 is driven by the exhaust gases flowingfrom the catalytic converter 101 and air flowing from the surroundingenvironment into the vehicle, so as to pivot the control valve 44 towardthe second valve position, thereby controlling the amount ofhigh-temperature waste gases flowing from the catalytic converter 101into the heating pipe 41.

When the control valve 44 is at the first valve position, thehigh-temperature waste gases flows from the catalytic converter 101 intothe exhaust pipe 100 through the upper passage 976, the heating pipe 41,and the junction pipe 48.

When the control valve 44 is at the second valve position, a majority ofthe high-temperature waste gases flows from the catalytic converter 101into the exhaust pipe 100 through the lower passage space 477, thebypass pipes 43, and the junction pipe 48.

When each of the upper and lower passage spaces 476, 477 is openpartially, a portion of the high-temperature waste gases flows from thecatalytic converter 101 into the exhaust pipe 100 through the upperpassage 476, the heating pipe 41, and the junction pipe 48, and theremaining portion of the high-temperature waste gases flows from thecatalytic converter 101 into the exhaust pipe 100 through the lowerpassage space 477, the bypass pipes 43, and the junction pipe 48.

The first valve portion 441 and the counterweight sail plates 446 may beomitted from the control valve 44, such that only the second valveportion 442 is attached to the pivot shaft 443. If this occurs, in asituation where the control valve 44 is disposed at the first valveposition so that the second valve portion 442 is in a vertical positionand under the pivot shaft 443, the second valve portion 442 can bepushed by waste gases flowing from the catalytic converter 101 to pivotupwardly to a horizontal position to thereby align with the partition472, so as to dispose the control valve 44 at the second valve position.Or, the first valve portion 441 may be designed to be lighter than thatsecond valve portion 442. In such a manner, the second valve portion 442is also pivotable between the vertical position and the horizontalposition. When the control valve 44 is disposed at the first or secondvalve position, a corresponding one of the first and second valveportions 441, 442 abuts against a corresponding one of theposition-limiting stop blocks 475.

Alternatively, the heating pipe mechanism 4 may include only one bypasspipe 43, which is connected fixed to the rear end wall 473 and which isin fluid communication with the lower passage space 477.

In view of the above, due to the presence of the heating pipe mechanism4, the boiled-water conveying mechanism 5, and the boiled-waterprocessing mechanism 6, a portion of waste heat produced from thecatalytic converter 101 can be utilized to boil raw water to therebyform potable water. Hence, during movement of the vehicle, by openingthe first and second water faucets 55, 57, the driver or the passengerscan conveniently get boiled water, which can save money and exclude aneed to prepare bottles for containing potable water. Thus, the systemincorporating this invention is suitable for continental countries.

With this invention thus explained, it is apparent that numerousmodifications and variations can be made without departing from thescope and spirit of this invention. It is therefore intended that thisinvention be limited only as indicated by the appended claims.

1. A heating pipe mechanism adapted to be connected between a catalyticconverter and an exhaust pipe of a vehicle so as to convey waste exhaustgases produced from a vehicle to thereby utilize waste heat of thecatalytic converter to heat water, said heating pipe mechanismcomprising: a hollow outer annular wall extending in a front-to-reardirection; an inner annular wall extending in the front-to-reardirection and disposed within and spaced apart from said outer annularwall; a front connecting end wall connected between front ends of saidinner and outer annular walls; and a rear connecting end wall connectedbetween rear ends of said inner and outer annular walls, said inner andouter annular walls cooperating with said front and rear connecting endwalls to define an exhaust passage, said exhaust passage being adaptedfor fluid communication with the catalytic converter so as to convey thewaste exhaust gases, and a heating compartment disposed around andspaced apart from said exhaust passage, said outer annular wall beingprovided with a rear fitting that is in fluid communication with saidheating compartment and that permits water to flow into said heatingcompartment therethrough, and a front fitting that is in fluidcommunication with said heating compartment and that permits water toflow out of said heating compartment therethrough.
 2. The heating pipemechanism as claimed in claim 1, further comprising at least one bypasspipe adapted to be disposed between and in fluid communication with thecatalytic converter and the exhaust pipe in such a manner to bypass saidheating compartment, and a control valve adapted to be disposed amongthe catalytic converter, the heating pipe, and the bypass pipe, saidcontrol valve being pivotable relative to said heating pipe and saidbypass pipe between a first valve position whereat flow of the wasteexhaust gases from the catalytic converter into the exhaust pipe throughsaid heating pipe is allowed and whereat flow of the waste exhaust gasesfrom the catalytic converter into the exhaust pipe through said bypasspipe is prevented, and a second valve position whereat flow of the wasteexhaust gases from the catalytic converter into the exhaust pipe throughsaid bypass pipe is allowed.
 3. The heating pipe mechanism as claimed inclaim 2, further comprising a track member disposed in proximity to saidcontrol valve and having a horizontal track portion and an inclinedtrack portion connected to and disposed behind said horizontal trackportion, and a sail-driven trolley connected between said control valveand said track member, said sail-driven trolley being adapted to bedriven by air flowing from the surrounding environment into the vehicle,so as to move from said horizontal track portion onto said inclinedtrack portion, thereby pivoting said control valve from the first valveposition toward the second valve position.
 4. The heating pipe mechanismas claimed in claim 2, further comprising a connecting pipe adapted tobe connected between and in fluid communication with the catalyticconverter and the heating pipe, a control valve disposed pivotallywithin said connecting pipe, and a junction pipe adapted to be connectedbetween and in fluid communication with the exhaust pipe and saidheating pipe, said bypass pipe being connected between and in fluidcommunication with said connecting pipe and said junction pipe, saidconnecting pipe having an upper passage space adapted to be in fluidcommunication with the catalytic converter and said heating pipe, and alower passage space disposed under and insulated fluidly from said upperpassage space and adapted to be in fluid communication with thecatalytic converter and said bypass pipe, wherein, when said controlvalve is disposed at the first valve position, said lower passage spacebeing closed by said control valve so as to allow for flow of wasteexhaust gases from the catalytic converter into the exhaust pipe throughsaid upper passage space, said heating pipe, and said junction pipe, andwhen the control valve is disposed at the second valve position, saidupper passage space being almost closed by said control valve so as toallow for flow of a majority of waste exhaust gases from the catalyticconverter into the exhaust pipe through said lower passage space, saidbypass pipe, and said junction pipe.
 5. The heating pipe mechanism asclaimed in claim 4, wherein said connecting pipe includes a surroundingwall extending along the front-to-rear direction and adapted to be influid connection with the catalytic converter, a horizontal partitionconnected fixedly to an inner surface of said surrounding wall andextending in the front-to-rear direction to a rear end of saidsurrounding wall, a rear end wall connected fixedly to said rear end ofsaid surrounding wall and a rear end of said partition and covering saidrear end of the surrounding wall, said surrounding wall cooperating withsaid partition and said rear end wall to define said upper passage spaceabove said partition, and said lower passage space under the partition,said rear end wall having a through hole formed therethrough in thefront-to-rear direction and in fluid communication with said upperpassage space, said control valve being disposed pivotally within saidsurrounding wall and being located in front of said partition, saidcontrol valve having a pair of plate-shaped first and second valveportions interconnected to form a predetermined angle therebetween anddisposed pivotally within said connecting pipe such that, when saidcontrol valve is disposed at the first valve position, said second valveportion is disposed between said lower passage space and the catalyticconverter for interrupting fluid communication between the catalyticconverter and said lower passage space, and when said control valve isdisposed at the second valve position, said first valve portion isdisposed between said upper passage space and the catalytic converter.6. The heating pipe mechanism as claimed in claim 5, wherein saidcontrol valve further includes a horizontal pivot shaft disposedpivotally within said surrounding wall of said connecting pipe andconnected fixedly between said first and second valve portions, and twoaligned counterweight sail plates connected respectively and fixedly totwo opposite ends of said pivot shaft and disposed outwardly of saidsurrounding wall, said counterweight sail plates extending downwardlyfrom said pivot shaft when said control valve is disposed at the firstvalve position, said counterweight sail plates being positioned suchthat, when air flows from surrounding environment into the vehicle andonto said counterweight sail plates, said counterweight sail plates canbe pivoted rearwardly and upwardly to change said control valve to thesecond valve position.
 7. The heating pipe mechanism as claimed in claim1, wherein said connecting pipe further includes a plurality ofposition-limiting blocks projecting from an inner surface of saidsurrounding wall and positioned such that, when said control valve isdisposed at either said first or second valve position, a correspondingone of said first and second valve portions abuts against acorresponding one of said position-limiting blocks.